Summary The float-equipped Stinson 108-1 aircraft (registration C-FEXL, serial number 108-1172) was en route from Rock Lake, Manitoba, to the Burntwood River seaplane base at Thompson, Manitoba, after an overnight fishing trip. The weather for the Thompson area was below limits for day visual flight rules operations, with gusty wind conditions. At approximately 1530 central daylight time, the pilot approached for a downwind landing and landed hard on the water surface. The aircraft bounced on initial impact, rose approximately 30feet in the air, then nosed over on the second touchdown. The aircraft came to rest inverted and was substantially damaged. The pilot sustained fatal injuries; the passengers attempted to rescue the pilot with no success. The two passengers sustained minor injuries, but were able to exit the overturned aircraft and swim to shore. Ce rapport est galement disponible en franais. Other Factual Information The pilot and two passengers had departed from Thompson the day before the accident for an overnight fishing trip at the pilot's outpost cabin on Rock Lake, located approximately 20nautical miles north of Thompson. The occurrence flight departed Rock Lake at approximately 1500central daylight time1 for the Burntwood River seaplane base, which lies within the Thompson control zone. The final approach to landing was in a direction toward the town of Thompson on a heading of about 230, directly downwind (see AppendixA). Landing downwind increases the speed and, consequently, the impact forces with which the aircraft contacts the landing surface. The approach airspeed was approximately 100mph, substantially higher than the normal approach speed of 75mph. On landing, there was no noticeable flare before water contact. After exiting the wreckage, with moderate difficulty, the passengers sat on the overturned floats until the wreckage drifted enough for them to swim ashore. The passengers then walked through the bush until they reached a power line, which they followed into Thompson. It was at that time that emergency services were advised of the accident. There were no other witnesses to the accident. The pilot and front seat passenger were not wearing their available seat belts. The second passenger was in the rear of the cabin, where there was neither a seat nor a restraint system. The pilot held a Canadian private pilot licence, endorsed for single-engine land and sea operations, with approximately 200hours of total flight time. A toxicology report issued after the accident did not reveal the presence of any substances that might have impaired the pilot's judgement or ability. A review of the pilot's licence file revealed that he had difficulty passing the required examinations to achieve his private pilot licence. Although qualified, he had fewer than 100hours on this type of aircraft. The reported weather at Thompson at the time of the accident was as follows: a few clouds at 400feet above ground level; ceiling 600feet broken, 800feet overcast; visibility 2 miles in light rain; wind 050 True (T) at 13knots, gusting to 20knots; temperature 11C; dew point 13C; altimeter setting29.76; remarks- ceiling ragged. The terminal area forecast, valid from 1400to 1700,was as follows: wind 040T at 12knots; visibility 6miles in light rain; clouds 400feet scattered, 1200feet overcast; from 1400to 2200temporarily 3miles in light rain and fog; ceiling 400feet broken, 1200feet overcast. The weather was below the required minimum for visual flight rules (VFR) operations in a control zone.2 Weather conditions such as these would require that a pilot obtain a special VFRclearance from air traffic control (ATC) before entering the Thompson control zone. The wind at the water base was producing waves two to three feet high. The aircraft was manufactured in1947. A review of the aircraft's documentation revealed that it was maintained and equipped in accordance with Transport Canada regulations. The aircraft's emergency locater transmitter (ELT) had just been overhauled, but it had not been reinstalled in the aircraft, nor was it required for a trip of this length. An inspection of the aircraft wreckage revealed the following: five of the aircraft float strut fittings were broken by impact forces; all of the float struts had failed in overload; the right-wing front and rear attachment fittings were broken; the dual right-wing strut had failed near the midpoint; and the right float bottom was hydraulically deformed and its deck top wrinkled. The damage to the floats and right-wing strut was consistent with a flat pitch-angle impact with the water surface. No pre-existing conditions were found that would have caused the float attachment fittings to fail. To ensure adequate separation between aircraft, ATC does not issue special VFR clearances at times when instrument flight rules (IFR) aircraft are scheduled to be in the control zone. At the time of the accident, there was an IFR aircraft operating within the Thompson control zone. The pilot of C-FEXL was aware of the IFR aircraft. Canadian Aviation Regulations (CARs) require that pilots of all aircraft intending to enter a control zone broadcast their intentions on a specified mandatory frequency(MF). Information gathered during the investigation indicated that the pilot of C-FEXL did not communicate with the Thompson Flight Service Station, or any other aircraft on theMF.